Automatic electrical signaling system for railways.



C. GRANDALL. AUTOMATIC ELECTRICAL SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION ,FILED 0CI.12, 1907 RENEWED SEPT. 2, 190B.

Patented Mar. 9, 1909.

2 SHEBTSSHBET 1.

VEN TUR- rzfig/bm Crank G. GRANDALL. AUTOMATIC ELECTRICAL SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED 001212, 1907. RENEWED SEPT. 2, 1908.

m m m k ,m NQ R -m L m 3 CW NH .w 5 m v r m m V a Wm 5 m a 5 5 W 4 E m M W UNITED STATES PATENT OFFICE.

(HARLES (IRANUALL, 0i NEWPORT, hI-LUDE ISLAND, .lSSltlNOlt Oi ONE-HALF T0 HENRY F.

tUltltAN, OF SPRINGFIELD, MASSACHUSETTS.

AUTOMATIC ELECTRICAL SIGNALING SYSTEM FOR BAILWAYS.

Specification of Letters Patent.

Patented March 9, 1909.

Application filed October 12, 1907, Serial No 397,068. Renewed September 2, 1908. Serial No. $51,353.

To all (ii/mot it may concern.

Be it known that l, (nannies (,nANoALL, a citi/lcn of the United States of America, and a resident of Newport, in the county of Newport and State ollthodc Island, have invented certain new and useful Improvements in Automatic lillectrical Signaliiu, Systems for ltailo ays, of which the following is a spcciiication. I

lllti lllvttlltltill forming the sub ect of my )ltF'SCill application for Letters latent rclates to automatic railway signaling systems, and more particularly to the class termed electrici-rlly controlled block-signal systems.

The invention is well adapted to be successfully employed as an auxiliary or supplemental safety system in association or combination with manually controlled signal systerns, and also in systems in which the signals or semaphores oi the block are mechanically actuated or set by the passing train or locomotive.

The general object of the. invention herewith is to provide signaling systems of the types referred to nith novel and improved means whereby the engineer of a suitably equipped locomotive may at all times and under the most obscure conditions (such for example, as the presence of fogs and snow storms) positively and accuratelyrl c ive signals upon and within the cab of his engine before arriving at the first semaphore of the block system and in fact before the latter becomes visible.

am well aware that devices have been employed for increasing the accuracy and safety of the usual track-signals or semaphores of the block system of signaling,- said devices including in their construction an electric circuit cormected with a located signal member and provided with a normally open electric switch arranged to be automatically closed to set the signal to indicate danger by the movements of the semaphore itself; the lat er being manually and uated llUlll n. signahtower or other station in a well-known way, or by suitable connections nmdc operative. bythe engagement tla-rewith ol the passing, locomotive thereby moving the semaphore and closing said electric switch or circuit, substantially as just stated. in such former devices or s) stems, and more especially" in cases where the electric circuit is closed and the signal is set or controlled by the action of the moving locomotive contiguous thereto, the 0pcration is not ellceted until the train or locomotive itself enters the block. It is not arranged and adapted to set a signal in the cab of the innneuiatel following locomotive. I am also aware t rat systems have been devised for maintaining telegraphic or telephonic communication between instruments located on independently moving railway trains, and also between railway trains and fixed stations the apparatus in such cases being constructed and adapted to utilize electric induction, the principles of which are welldinown to electricians.

My invention differs from prior electrical signalin systems or devices in that the sema- )llUl'C of the block-system section is or may lie connected in an electric circuit having a relay tapped therein and disposed contiguous to suitably supported non-grounded current;conducllng aerial wires extending rearwardly or beyond the lirst or main block sectiou any desired or practicable distance and parallel with the track, and fullilill what may be'tcrmed the second section. he arrangement being such that as the Wheels or other member of the advance locomotive enters the first bloclesection the said circuit is thereby closed, the result being to automatically elevate the semaphore say from the normal dropped or clear position to the horizontal or danger position. At the same time, too, the scniaphore's movement or closing ol' the circuit energizes the coil of the relay and closes a normally open local current-generating circuit having apparatus adapted to transform it into an alternating current; the latter after passing through an induction coil is converted into a secondary or direct high-tension pulsating current and lows to the aerial conductors and ground. Now, in case a. following locomotive enters the zone of the said second section before the first locomotive passes li'flll) the main or lirst block-section the electrical impulses from the then charged aerial conductors innntnliatc-ly energizes suitably insulated conrluullllg wires on the second locomotiw, the latter being further equipped with a normally open local clcclriccircuil provided with receiving; apparatus havinp the cab indicator or signal n circuit, thereby automatically closing); said circuit to actuate its indi ator; the latter being in lull view of the en iueer at all times.

The semaphore signnl l'cnmins in the ele- -ay. See Fig. 2.

vatcd or danger position until the operating circuit or nicclninism thereof is acted upon in any well-known way by the forward en ine as it passes out of the said block-section, t ius again normally opening the circuit at which instant the semaphore autonniticallv drops hack to the normal inclined position, indicating safety. At the same time, too, the aerial conductors and also the electrical apparatus on the following locomotive become dcencrgizcd, the indicator thcn denoting safety or track clear, It may be added that obviously the several electrical devices or acccssoiics contiguous to the semaphore are suitably lninised and coiwciiieiitly located with respect to the semaphore and the aerial conductors. The normal or clear color shown upon the indicator of the said following or current-recciving engine is green, but when influenced by the electric current passing from the aerial wires the color changes to red, or danger. These colors being the conventional ones adopted by the railway associations. I

In the accompanying two sheets of drawings, Figures 1 and 2 represent in side eleva tion and also diagrammatically an electrically controlled railway-signal system embodying my invention. As drawn, Fig. 2 is in fact a continuation of Fig. l. x x indicate the junction line, Fig. 3 is a detached view, in reduced scale, showing the manner of electrically connecting the semaphore signal with the track-rails and with the branch conductors adapted to connect with the relay of the current-transforming circuit.

The following is a more detailed description of the invention and including the manner of its operation:

In the drawings the separated semaphores or hanjo signals A (one only being shown) of block section numher 1 may he constructed, lo ated and actuated in any well-known way; That is to say, the member A is suit ably connected in or with a normally open electric circuit (said member then being in the dropped or "clear" position) having conductors, a, a, leading therefrom to the suitably insulated track-rails t of said section (see also Fig. 3), the arrangement being such that when the locomotive enters the said section 1 the contact of the wheels with the rails automatically closes the circuit, the thus energized connections or conductors, &c., then causing the signal A to swing up wardly from the clear, or dotted line position, to the horizontal position, indicating danger. The circuit as drawn also.includes a relay C ada ted to he energized through the medium of t ie current lowing through the conductors a a and the respective hranchconductors b 6 connected therewith and with the oles of the coils of the magnet b of the re- Another railroad, which portion may e termed an )ortion of the auxiliary block or section, indicated at 2, is provided with one or more suitably sup I ported aerial current-condactors m, the same eing disposed parallel with the track-rails and extending ongitudinally thereof from said section 1 any desired practical distance, being in fact the length of section 2. This section of the track is arranged to he entered and passed over by the locomotive before it enters block The aerial conductors in are charged or energized by currents of electricity generated by the local circuit B and cooperating a )aratus, the latter being located and suitaiily housed say contiguous to the somahore A or other analogous signal device. he said circuit B is practically a vibratory transformer or alternating current pimluccr, and as drawn consists of a battery (I having one pole connected to said relay hy a con doctor 12; the other pole being connected to the relay via a primary induction coil D, a vibrator or transformer F, a condenser E and conductor n. The arrangement heing such that when the relay closes circuit B the said devices D, F and E convert the normal cur rent into an alternating one. A secondary' coil G surrounds the said primary coil 1) of the induction coil (I would state here that for the sake of clearness in the drawing the two coils are shown se iarately side by side.) The coil G is groundo via the conductor e, the other end of the coil as drawn being connected with the interrupted conductor 0. The latter extends upwardly and is joined to the aerial conductors m and is severed at any suitable point to form a spark-gapf in a well-known manner. The other electrical devices for cooperating with the ahove described memhers are mounted on the loco-- motive itself. That is to say, the electrical apparatus of the properly equipped engine, 3, will u on enteringthe zone or section 2 lift renderer operative hy reason of the induced current flowing from the charged wires in across the space separating them from the locomotive. The latter is provided with a local electric circuit H having a hattcry i, to the poles or conductors of which are con nected suitahlecurrent-receiving apparatus for controlling the cab indicator or signal ll. Said circuit, as drawn, includes also a rcceiver or coherer J, a tuning-coil Ii or other analogous device and a conductor p joined to one or more suitably supported exposed con-- ductors p secured to, extending longitudinelly of cut insulated from lhe locomotive. See Fig; l. I

The operation may be briefly described as follows: In the present invention the two sections or blocks, 1 and 3, are so mechanically and electrically connected that one becomes a part of the other, since it is the action of the devices of block 1 that causes the devices of hloclg 2 to operate.- Now,

upon the entrance of the advance locomotive (which is electrically e uipped like the following locomotive 3) into block 1 it automatically. closes the circuit or mechanism controlling the signal A, thereby elevating the latter and causing the current to How through the wires l) I), thus energizing the relay The action of the latter immediately closes the local generating circuit B, thereby by means of the electrical devices connected therein transforming the current into an alternating one, which in passing to the secondary coil G is converted into an induced or high-tension alternating current and by means of the spark-gap conductor transformed into a direct pulsating current,

the latter then flowing to and charging-the aerial conductors on. While block 1 is thus closed and until the engine passes there from the aerial conductors remain energized. Now, in case a properly equipped following locomotive, as 3, enters block section 2 the electrical impulses from the aerial conductors cross the intervening space and energize the conductors p of the engine, which in turn excites and closes the normally open local circuit H and the receivin apparatus connected therewith for eontro ling the cab signal L, the color of the latter then exposed to View being red. When the forward loc0- motive leaves block 1 the signal or senicpliore A will automatically drop to the dotted line position, indicating safety or line clear, thereby breakin the electric circuit B and corresponding y de'energizing the aerial conductors, &c., at which instant the local circuit H of the locomotive 3 then travelin over block section 2 also becomes bro en, the indicator L automatically changing to green, or safety. When the last named engine enters block 1 it in turn causes the signal A to again swing upwardly to the danger position, thereby at the same time closing circuit B and electrically charging the aerial conductors m,so that upon the entrance of a properly equipped locomotive on the auxiliary block section, 2, the circuit H and receiving apparatus of the latter engine will become energized and automatically set its indicator L to denote danger, corespontling with the distant signal A, all siibstanti' lly as before described.

lVhat I claim as my invention and desire to secure by United States Letters Patent isz in a signaling system for railways, the combination with the track-rails having a section thereof equipped with bloclcsignals constructed and arranged to be actuated by the passing of a locomotive over said section or by other suitable means, of supported aerial current conductors disposed along the railwav with respect to and in advance of said-l loclscction, a normally open electric. circuit and current transforming devices connected therewith, a locomotive or vehicle traveling on 5 id track, a normally open local electric circuit provided with currentrocciving apparatus and a signal or indicator mounted on the last-named loco-motive, all arranged whereby the act of setting said block-signal to denote danger automatically closes the first-named electric circuit and charges the aerial conductors so that when the h-tst-namcd electrically equipped locomotive enters the thus protected zone the current from the aerial wires then passes to the said cnrrent-receiving apparatus and automatically closes the said local circuit and sets the cab signal to indicate danger or line blocked. i

2. In a signaling system for railways, the combination with lilock-signal mechanism having a semaphore arranged to indicate dan or when a locon'iotive passes over the trac s of the block section, of a relay, an alternating-current circuit connected with the relay, aerial conductors extending along the railway from a terminal of the bloc.k-section, electrical devices for converting said alternating current into a directpulsating current having high tension and charging said aerial conductors therewith, and a locomotive traveling on the track-rails of the system equip ed with an electric circuit including an in icator or signal and receiving apparatus made operative by electrical impulses flowing from the aerial conductors when the engine enters the latters zone.

3. in an automatic electric signalin system for railways, the combination with the main block-sectirm of the track having a signal or semaphore Whose movements are automatically controlled by a locomotive traveling on the track-rails of said section and a second' or auxiliary block-section having suitably located aerial conductors, of an electric circuit provided W1th an induction-coil,

means operatively connected with said semaphore for closing and o cning said circuit, a secondary coil energizer by the current flowing insaid induction-coil, suitable conductors connected with the secondary coil for chargin the aerial wires, and a locomotive pro vim ed with an indicator or signal and suitable coo 'ierating electrical apparatus arranged to be energized by electric impulses received from said aerial conductors when the lastnamcd locmnotivc enters said auxiliary block-section.

4. in an automatic electrical signaling system for railways, the combination with a section of the track-rails and suitably supported aerial conductors extending parallel therewith, of an clmtrically (quip )(tl locomotive mounted on said rails provnlcd with a normally-open electric circuit having a signal and electrical apparatus disposed in said. circuit, a current-revelving conductor mounted on the locomotive and connectcrLin said circuit, a main block-section, a movable semaphore or signal, and electrical conductors connected with said aerial wires and with a suitable source of electric force, all constructed and arranged whereby the act of moving the semaphore to indicate danger at the same time automatically energizes the aerial conductors, the impulses passin therefrom closing the electric circuit of sai locomotive and settin r its signal to indicate (.langer.

5. 11 an automatic electrical signaling system for railways, the track-rails, aerial conductors disposed parallel therewith, a sema- )lIlOIG or signal arranged to be actuated by a locomotive tra vcling on said rails, and a normally-open electric circuit located with resJect to said aerial conductors and semap IOIB provided with current-transforming apparatus made operative bythe semaphores movements thereiy closing the circuit and charging the aerial conductors, in combination with a following locomotive or car on said rails provided with suitably insulated conductors arranged to receive by induction electrical waves or impulses flowing from the aerial wires, a normally-open local electric circuit and coopel'atin electrical devices connected therewith all with said insulated conductors for closing the circuit also mounted on the last-named locomotive, and an indicator 01 signal suitabl disposed in said local circuit arran ed to d enote danger when the latter is close( Si ned at Newport, R. I. this 9th day of Octo er, 1907.

CHARLES CRANDALL.

Witnesses:

SOREN MIKKELsEN, JAMES C. WALSH. 

